Control means for cooling systems for internal-combustion engines



Feb. 10, 1931. H, B, I? 1,791,756

CON'IROL MEANS FOR COOLING SYSTEMS FOR INTERNAL COMBUSTION ENGINES Filed March 20, 1926 Fig.1.

A TTO Patented Feb. 10, 1931 w UNITED STATES (PATENT OFFICE HORACE B. FAY, OF CLEVELAND HEIGHTS, OHIO, ASSIGNOR TO THE BISHOP BABCOCK MANUFACTURING COMPANKY, OF GLEVIELAND, OHIO, A CORPORATION OF OHIO CONTROL MEANS FOR COOLING SYSTEMS FOR INTERNAL-COMBUSTION ENGINES Application filedMarch 20, 1926 Serial No. 96,207.

The present invention, relating, as indicated,to control means for coohng systems for internal combustion engines is particularly directed to means associated with the cooling or circulating system of an internal combust-ion engine, such, for example, as a hydrocarbon engine employed in a vehicle, for the purpose of proportioning the flow of cooling fluid to the temperature existing in the system, and particularly in the acket for the one or more cylinders which constitute the engine. A further object of the invention is the provision of such means for controlling the circulation in such a way as to cause that portion of the circulating fluid, whlch is initially in the coohng acket and the portions of the circuit closely adjacent thereto,

to be brought to the-desired temperature as quickly as possible and without affecting the operation of the entire cool1ng c1rcu1t or of any portions of the engine, such for example as the circulating means or pump.

To the accomplishment of the foregoing and related ends, said invention, then, consists of the means hereinafter fully described and particularly pointed out inthe claims; the annexed drawing and the following description setting forth in detail cert-am mechanism embodying the inventlon, such disclosed means constituting, however, but one of various mechanical forms in WhlCh the principle of the invention may be used.

In said annexed draw1ng:'

bustion engine provided with a cooling sys tem and having associated therewith my control means; Fig. 2 is a transverse central section through one form of valvemechanism of my control means; and Fig. 3 1s a similar.

view showing a modified type of valve.

Referringmow to Fig. 1 there is shown a multi-cylinderinternal combustion engine 1, in which a number ofcylinders are formed integral with each other and are each surrounded with the usual cooling jacket for receiving a cooling fluid, these jackets discharging into a -common conduit or manifold 2 connected by means of a conduit 3 to a radiator from which the flu d returns through conduit 5 to a pump 6 and then through conduits 3 and 5, provides an interior circuit which eliminates the radiator and permits of a shortened circulation of the cooling fluid, in which the fluid first flows upwardly through the cylinder jackets, then through the manifold 2, part of the conduit 3, the by-pass 8 and through the pump 6 and conduit 7 back into the lower portion of the jackets. In this shortened or interior circuit thereis of course no coooling means for the fluid, such for example as the radiator 4, so that the fluid, while traveling through this interior circuit is not cooled appreciably and retains most of the heat which itacquires as it rises through the cooling jacketsof the cylinders.

y improved control means consist of this by-pass conduit 8, which disconnects the radiator from the circulating circuit and the portion of the cylinder controlling valves 16 and 11 now to be de-' 12 disposed in the upper conduit 3, through which the water flows on its way from the manifold 2 to the top of the radiator 4. This valve mechanism consists of an open cylin-.

drical framework or cage 13, within which is mounted a sealed hollow expansible and contractible member'or bellows 14 having one end fixed tothe outer end of the casing 13, While its other end is secured to a stem 15, on which is mounted a valve 16. The bellows member 14 is normally filled under a vacuum and is therefore contracted and constructed to hold the valve 16 against a seat 17 which completely closesthe casing 12 against the flow of the circulating .liquid therethrough.

Upon a predetermined increase in the temperature of the bellows 14, produced from the temperature of the surrounding water which contacts the bellows through the openings in the sides-of the case 13, the expansible liquid contained within'the bellows expands n o n 1 y when the engine not operating and also and lifts the valve 16 from off its seat, estabwhen the circulating fluid is below the desired operating temperature after operation has begun, both of the valvesare closed and the circuit is then a closed circuit, through which there, can be no circulation.

As soonas the engine is operated the pump 6 acts to force the water through the cooling jackets, through the conduits 2 and 3v and against the valves 16 and-11. The thermostatically controlled valve is seated with suit practically any conditions.

Assuming now that the engine has been inoperative for a suflicienttime to permit all of the cooling water to reach a low temperature,

after which the engine is started, the pump will at once be operated to pass fluid through the circulating system, and since both of the valves are initially closed, a pressure will rapidly be built up until, at a predetermined point. this pressure will force open the valve -.11 and allow communication between the allowing sired temperature, after which the thermostatic valve 16 will be opened by the bellows, the entire circuit ,to function and also relieving the pressure on the pressure valve 11, which will then close and remain closed until the same conditions again occur,

for example when the engme has been bustion engine, a cooling system therefor,

stopped for suflicient time to cool the circulating liquid below the opening temperature of the thermostatic valve16.

The advantages of the present system will be apparent since it permits of a perfectly free circulation under nqrmal operating conliquid during the initial warming-up period of the engine, at which time it is very desirable that fresh cold circulating liquid be excluded from the jackets 'of the engine. Otherwise the engine will require a very much longer period to warm up, and during all of this period there will be condensation of the fuel in the combustion chamber and resultant leakage of this fuel past the pistons, causing a dilution of the crankcase lubricant as well as ineffective operation of the engine.

In Fig. 3 I have shown a modification of my improved cooling system in which the by-pass conduit 8 is normally open instead of closed, but is gradually closed upon the expansion of the thermostat 14, and the opening of the thermostatically controlled valve 16 by means of a slide or valve 25, which is provided with a port 26 normally in registration with the conduit 8. As the thermostat expands and opens the valve 16 the slide 25 is moved to the left and the port 26 is gradually brought out of registration with the conduit 8, after which this conduit is closed and remainsclosed until the liquid has cooled to a point permitting the con-- traction of the bellows to again brin into registrationthe port 26 and the con uit 8. In both Figs. 2 and 3 the direction of flow of the cooling liquid is indicated by the attached arrows.

Other modes of applying the principle of my invention may be employed instead of the one explained, change being made as regards the mechanism herein disclosed, provided, the means stated byany of the following claims or the equivalent of such stated means be employed. I

I therefore particularly point out anddistinctly claim as my invention 1. In combination with an internal combustionengine, a cooling system therefor,

and out oing and return connections between said jacket and said radiator, a thermostatically controlled valve normally substantially closing said outgoing connections to flow, a conduit extending between said connections, and a pressure. relief valve disposed therein, said valve being normallyclosed but being responsive to increases in pressure in said outlet connection.

2. In combination with an internal comcomprising a 'fiuid cooling jacket, a radiator comprising a fluid cooling jacket, a radiator and outgoing and return connections between sure relief valve disposed in said conduit,

said latter valve being normally closed but.

being responsive to increases in pressure in said outgoing connection.

3. In combination with an internal combustion engine, a cooling system therefor, comprising a fluid cooling jacket, a radiator and outgoing and return connections between said jac et and said radiator, a conduit extending between said'connections and constituting with said jacket and connections an interior circuit from which said radiator is excluded, means normally closing both said' entire system and said interior circuit to circulation of a cooling fluid, said means being responsive to pressure increases to open said interior circuit and to temperature increases to open said entire system.

' 4. In combination with an internal combustion engine, a cooling system therefor, comprising a fluid cooling jacket, a radiator and outgoing and return connections between said jacket and said radiator, and circulating means in circuit therewith, a thermostatically controlled valve means normally closing said system to circulation through said radiator, and pressurerelief means adapted to relieve the system of the pressure builtrup by said circulating means during the closure 0fthe system by said valve, said pressure relief means including connections to said outgoing and return connections.

5. In combination with an internal combustion engine, a cooling system therefor, comprising a fluid cooling jacket, a radiator and outgoing and return connections between said jacket and said radiator, and circulating means in circuit therewith, a thermostatically controlled valve means normally closing said system to circulation through said radiator,

and means for establishing a. circulation through said jacket upon a predetermined increase in pressure therein during the closure of said thermostatically controlled valve, said last means being actuated solely by the pressure in said jacket.

Signed by me, this 19th day of March, 1926.

r HORACE B. FAY. 

